dewey



BEST AVAILABLE COPE 3 Sheets-Sheet 1.

(No Model.)

, v M. W. DEWEY.

ELECTRIC HEATING APPARATUS FOR RAILWAY SYSTEMS. No. 401,482.

Patented Apr. 16, 1889 BEST AVAlLABLE COP:

(No Model.) 3 Sheets-Sheet 2.

M. W. DEWEY. ELECTRIC HEATING APPARATUS FOR RAILWAY SYSTEMS. No. 401,482. Patented Apr. 16, 1889.

l A 1 I WITNESSES: INVENTUR WW I ATTORNEYS BEST AVAILABLE COP; (No Model.) 3 Sheets-S!1eet 3.

M. W. DEWEY.

ELECTRIC HEATING APPARATUS FOR RAILWAY SYSTEMS.

No. 401,482. Patented A r; 16. 1889.

WITNESSES. INVENTUH Z BY M ATTORNEYS BEST AVAILABLE COP;

UNITED STATES p PATENT OFFICE.

MARK w. EWEY, or-srhacusn, NEW YORK, ASSIGNOR OF TWO-THIRDS TO EMIL LAASS AND CHARLES I I. DU ELL-, OF- SAME PLACE.

ELECTRIC-HEATINQAPPARATU-S FOR RAILWAY SYSTEMS.

*smmca'noN forming part of Letters Patent No. 401,482, dated April 16, 1889.

when and January 26,1889. Serial mt 297,499. (Ho model.)

To all wlwm it may concern.-.

Be it'known that I, MARK W..DEWEY,

Syracuse, in the county of Onondaga, in the State of New York, have invented new and useful Improvements in Electric-Heating Apform and collect upon them; obstructing to an extentthe free passage-of the current from the supply-conductors to the motor.

0 object of this invention is to keep the supply-conductors clear, so that the motor will be supplied .with an increased, constant, and. uniform; current, and the supply-conductors freed from snow and ice, relieving them oft- I times of considerable weight andstrain, which 3n 'tend to sag and break them down, and, by the increased current-supply, enabling electricheat-1n devices within the car to be supplied with t e necessary amount of \current for warming thejnte'rior without greatly increasing the current in the supply-conductors.

The advantages "derived by electrically heating cars are apparent. The heating devices. may be placed under the seats, thereby allowing more seat-room. They are less dan- ,g'erous than stoves, and, not requiring coal the removal of ashes, are cleaner and less troublesome and less expensive. lnflleaccompanying drawings, Figure 1 represents an electric streetcar receiving the current bya movable contact on a stationary overhead conductor .and a movable contact omthe track which forms the return-con ductor. Electric-heating devices areshown in nroicimityto the contacts for heating the same and beneath the carseat, where the side of the car is broken awa'y;-for warming the in-.

pose of thawing the ice and snow that often teriorof the car. Fig. 2 represents means for supplying the heating devices with a heating current of low electro-motive force, but great quantity. Fig.3 shows the heating devices in series, with the motor and shunts for cutting tliem out when desired. Fig.4 is a view of a trolley, partly in section, with heating device and cut-out. Fig. 5 illustrates a modification of the attachment of the heating device to the trolley. Fig. 6 is a view in perspective of a preferred form of heating device to be placed in proximity tothe contacts. Fig. 7 shows heating devices supported on a car in contact with the conductors, but disconnected from the electrical contacts of the onductor leading-to the motor on the car. Fig. 8 shows the heating devices supported in proximityto the conductors without contact therewith. Fig. 9 is a cross-section of a 'conduit and an end view of a car with ahe'ating device suspended from the latter and traveling within said conduit in proximity to the conductors; and Fig. 10 is a plan view of the running-gear of acar, provided with means for' throwing the same out of gear with the motor.

Referring specifically to the drawings, A in Fig. 1 represents the car; M, the motor for propelling the car; 0, the overhead supply: 80 conductor; Q, the track or return conductor; T, the: trolley; 'c, .the wheel or movable contact on the trolley; .T', the support for the movable contact on the track; c, the movable contact on the track; h h, the heating devices on said contacts, and H the heating device beneath the seat of the car.

In Fig.2, M represents the motor on the car; B, the conductor leading through said motor; 0 and c, the terminals of said -conductor, which terminals also: represent the movable contacts. P is a continuity-preserving-currentporin the conductor, which is connected rigidly to the shaft of said motor andro'tated thereby. The current supplied to the motor to run the same is in this case continuous and of high tension, and in order to obtain a heating-current of great quantity, but low .electro-motive force, it is necessary to alternate the current in a portion of the conductor B which is connected with a transformer, D, and form the secondary circuit S BEST AVAILABLE COPs of the transformer of large wire. The seconda circuit'contains the heating-conduct era It and H in series.- sssindicate direct low-resistance shunt-paths for the current around the heating devices, that'maybe closed by suitable switches or circuit-closers, s,when it is' desired to cut out said heatin devices H, h, or k; The switch 3' for thes unt s of H may also be moved to break the secondary circuit S completelywhen desired. This may be accomplished by moving the switch to point p.- It will be-ohvious t-hatwhen the current for propelling the car is of an alternating character the pole-changermay be dispensed with; but most electric railways employ continuous or currents, and in order to'transform-said current, armsupplying the motor for propelling the car, into an increased heating-current the former current should be alternated in' a portion of the conductor including the primary coil of a suitable transformer. By. this plan the motor is supplied with the -nry continuous current to propel the car, and only that portion of the conductor'containing the coil of the transformerhasl alternations therein, and by operating the pole-changer bythe motor propelling the car an extra motor for this purpose is not necessary. The motor maybe operated tor supplying the heating device witha heating-current, even when the car is at rest, by uncoupling the mm'mthecar inan suitable and well-known manner-,Fig. 10 6 the drawings illustrating one of the means for uncoupling the motor, and consists of a friction-clutch member,'E, sliding on the driving-axle and engaging a clutch member fixed to the side of the driving gear-wheel G,

mounted loosely on the axle, the clutch member E being connected with the axle by spans and ve in the usual manner. A

bell-crank lever,F,is'pivoted to the car-frame and engages at one end with the sliding clutch member, and hastheopposite end conn cted with amanipulative lever,'F', pivoted to the end of the car in a convenient position to be manipulated by the person in charge of the car. I

In Fig. 3, M re resents the car-motor, as in in Fig. 2; c and c ,the movable contacts; 71., h, and H, the heating devices, and a s s the shunts. When the shunts are open and the circuit including the heating devices,isclosed, said devices are heated by the 'e of the current through them, and when it is desired to cut out one or more heating 'devices the shunt-paths for the current are closed. All the devices may be cut out at once by breaking the supply-circuit, as by moviig the switch 8' to point p. (Shown in Fig; V

Fig. 4 shows a trolley, T, partly in section, 30 show the-arrangement of theiheatingdevice P". for use in connection with the circuit passing through the motor, as represented in Fig.

0 being the wheel or movable contact that runs on the stationary supply-conductor C.

amass In the position shown in the figure, as the current enters the wheel it passes through its pivots to the supportv d, then to-the heating device -h, and through the same to the trolley T. The divided core -i is separated at 0, and the shield or case a is insulated from d at n, so that ,the current must pass through. the heating-coil. This heats the support d and wheel 0, so as to thaw ice or snow that may have collected on the stationary conductor Q. Whenthe conductor is freed from ice. the can. rent may be shunted or passed through am other path to the motor, so as not to heat the device. This is done by closing the divided order to pe'rmitof the aforesaid opening and closing of'the shunt, I provide the base of the shield a with a screw-threaded socket-,1), and

threaded portion, by which it is connected to the socket b. A jam-nut, 1, on the rod T serves to hold the parts firmly in either position.

Fig, 5 shows a heating-coil on a trolley connected with a secondarj circuit, as at S in Fig. 2. s is the switch for shunting the heating ooil, and is shown open. By turning said switch 8' without passing through the heating-coil. The trolley -:beneath. the car and bearing on the track is of substantially the same construction as that of the trolley above the car, hereinbefore described, and may be suspended in any suitable manner from the car.

h, specially adapted for a movable contact, and consistsof a thin strip of metal, which may be copper, iron, or other suitable material, formed spirally or coiled, so that'a core of heat-conducting substance may be inserted.

vices supported on a car, A, in contact with the conductors C and C. In this case, how'- ever, each of said heating devices has two contacts running on the conductor for communioating to said conductor an increased heating efiect, and both heating devices are placed at-a distance from the contacts 0 and 0, so that said contacts will not become heated.

'In Fig, 8 the heating devices h and h are -supported on a an, A, in close proximity 'to the conductors C and 0, but not in contact therewith, and are extended parallel with a considerable portion of said conductor. By this arrangement I am enahled to supply the conductors with 'a great heating eiiect without friction and wear upon the conductors. In Fig; 9 the heating device h is suspended from a car and within a conduit, N, and close to the conductors .C and C therein.

The shield or case a may be made of heatnon-condncting material, if desired.

the trolley-rod T with acorresponding screw switch on its pivot so as to bring its ends i i-1 5 contact with-the points -a and a the 'current is allowed to freely pass throughsaid Fi'g. B is a preferred form of heating device,

In Fig. 7, h and h designate heating de-' parts of the core 5, which forms the shunt. In

BEST AVAlLABLE COPr Having described. my invention, what I claim as new, and desire to secure by Letters Patent, is-

- 1. The combination, with an electricallypropelled vehicle receiving its current from stationary supply-conductors along the path 7 of the vehicle, and a conductor 'on thevehiv iahaving its terminals connected with movmsontacts on said stationary conductors, of b electric-heatmg-device carried on the vehicl 11! contact with or in proximity to one of saidh 'y c uctors, for.tl1e'purpose rent from stationary supply-conductors along the path ;of,the vehicle and a conductor on thevehicle having its terminals connected with movable contacts on said stationary-con 2o ductors, of a continuity-preserving-current pole-changer operated by the electric motor propelling the vehicle and in circuit with said motor, a portion of the vehicle-conductor having its current therein alternated bythepole' changer, a transformer having its rimary coil in circuit with the portion of t 'e'conductor wherein the current is alternated and its secondary coil in circuit with a heating device, and a device for cutting out or in. the said heating device, as'set forth.

3. In combination with an-electrically-propelled vehicle receiving a continuous current from stationary supply-conductors along the path of the vehicle and a conductoron the vehicle having its -terniinals connected with movable contacts on said stationary conductor, two or more suitable electric-heating devices inseries and a shunt containing. 8- making andbreaking device around each of said heating devices, as set forth.

4. In combination with an electrically-propelled vehicle, the. supply-conductor on the vehicle, an electric-heating device connected with said supply-conductor, and-a direct lowresistance shunt-path for the current around said heating device containing a circuit maker and breaker.

5. The combination, with an electricall propelled vehicle and the supply-conductors and motor thereon, of acont-inuity-preserviiigcurrent pole-changer operated by the electric motor propelling the vehicle and in circuit with said motor, a portion of the vehicle-conductor having its currentvtherein alternated by the pole-changer, a transformer havingits primary coil in circuit with the portion of the conductor whereinthe current is-alternatedand its secondary coil in circuit with a heating device, and a. device for cutting out or, in

the said heating device, as set forth.

'- 6. The combination oi a movable vehicle, a

stationary electric conductor along the path of said vehicle, and a suitable heating device supported on the vehicle in contact with or in close proximity to .said stationary couductor.

7 The combinatiom'with-a movable contact or trolley of an electricallypropelledvehicle, of an electric-heating device on-said movable contact or trolley, for the purpose of heating the same.

8. The combination, with a movable contact or trolley of an electrically-propelled vehicle, of a suitable heating device ca'rriedlxy said trolley in contact with or in-proximityto a stationary supply-conducton'as set forth.

9. An electric-heating device consisting'of a thin strip of metal coiled or formed spirally, a'divided core of metal within the said'heatr ingdevice, means for connecting and disconmeeting the parts of the core to shunt the heating device, and a suitable shield or case enveloping said device, as set forth. 10. The combinatiomwith a vehicle, stationary electric supply-conductors along the path of said vehicle,,a source of continuous current connected'thereto, and a conductor-on the vehicle having its terminals connected with movable contacts on said stationary supply-conductors, of a contin uity-preservingcurrent pole-chazger and an electric motor for operating the same both upon the vehicle and in circuit with the vehicle-conductor, a portion of thevehicleconductor having its current therein alternated by the pole-changer, a transformer having its primary coil in circuit with a portion of the conductor wherein the current is alternated and its secondary coil in circuit with a heating device, and means for cutting out the said heating device, as set forth. v

'11. The combination, with an electricallypropelled vehicle receiving acontinuous current from stationary supply-conductors along the path of the vehicle and a conductor on its secondary coil in circuit with a heating device, vmeans for cutting out the said heating device, and suitable means also on the vehicle for throwing the motor out of gear with the driving-axle of the vehicle, so that the motor-mayoperate the pole-changer when the vehicle is at rest, as set forth.

Intestimony'whereof Ihave hereunto signed my name, in the presence of two witnesses,

at Syracuse, 1n the county of Onondaga, in the State of NewYork, this 21st day of January,

MARK W. DEWEY. [L. s]

Witnesses:

C. L. BENDIXON, H. M. SEAMANS. 

